Network computer system to control freight vehicle operation configurations

ABSTRACT

In some examples, a network computer system can monitor a plurality of mobile computing devices to determine a current location of a corresponding freight operator of a plurality of freight operators. The network computer system can record the current location of each of the plurality of freight operators in a data store of the set of memory resources. Additionally, the network computer system can repeatedly query the data store to determine when at least two freight operators of the plurality of freight operators that satisfy a set of drafting conditions. The set of drafting conditions including a proximity condition as between the at least two freight operators and a candidate commencement location. In response to the determination, the network computer system can implement a drafting arrangement between the at least two freight operators.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/374,317, filed Apr. 3, 2019, which application claims the benefit ofU.S. Provisional Patent Application No. 62/815,925, filed Mar. 18, 2019;the aforementioned applications being hereby incorporated by referencein their entirety.

FIELD OF INVENTION

Examples pertain to a network computer system to control freight vehicleoperation configurations.

BACKGROUND

Drafting, sometimes referred to as platooning or slipstreaming, is acommon technique that can be used by vehicles of different types toreduce air resistance or drag. In the context of freight vehicles,drafting occurs when one freight vehicle closely trails another freightvehicle on a roadway. In such an arrangement, the movement of a firstfreight vehicle creates a slipstream with a low-pressure zone that ispositioned behind the vehicle, allowing a second vehicle to trail in thelow-pressure zone of the first vehicle to reduce air drag.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example network computer system to determinedrafting arrangements between two or more freight operators;

FIG. 2A illustrates an example method for selecting two or more freightoperators or vehicles to participate in a drafting arrangement;

FIG. 2B illustrates an example method for scheduling a shippingassignment based on a drafting arrangement;

FIG. 2C illustrates an example method to assigning a shipment to afreight operator based on a drafting arrangement;

FIG. 3A through FIG. 3E illustrate sample user interfaces that aredisplayed to freight operators, in connection with a network computersystem implementing a drafting arrangement between the freightoperators;

FIG. 4 illustrates a mobile device upon which aspects describe hereinmay be implemented; and

FIG. 5 illustrates a computer system on which one or more examplenetwork computer systems can be implemented.

Throughout the drawings, identical reference numbers designate similar,but not necessarily identical elements. The figures are not necessarilyto scale, and the size of some parts may be exaggerated to more clearlyillustrate the example shown. Moreover, the drawings provide examplesand/or implementations consistent with the description. However, thedescription is not limited to the examples and/or implementationsprovided in the drawings.

DETAILED DESCRIPTION

Drafting, sometimes referred to as platooning or slipstreaming, is acommon technique that can be used by vehicles of different types toreduce air resistance or drag. In the context of freight vehicles,drafting occurs when one freight vehicle closely trails another freightvehicle on a roadway. In such an arrangement, the movement of a firstfreight vehicle creates a slipstream with a low-pressure zone that ispositioned behind the vehicle, allowing a second vehicle to trail in thelow-pressure zone of the first vehicle to reduce air drag.

Drafting has, until recent times, been viewed as a technique whichskilled operators could exploit to save energy, and specifically incontext of competitive automobile, motorcycle and bicycle racing. Butwith increasing efforts directed to fuel conservation, efforts have beenmade to safely exploit the benefits of drafting to the operation offreight vehicles. Experimental results have shown, for example, thatdrafting can save freight vehicles between 10-40% on fuel. But draftingamongst freight operators has also raised safety concerns, as thereaction time required from the trailing vehicle to react to suddenmovements of the lead vehicle leaves little margin for error.

Freight vehicles are increasingly equipped with sensors and othertechnological advancements which have made drafting safer. Among suchadvances, some freight vehicles are equipped with sensors that detectunexpected encroachment by objects within just a few feet (e.g., 6feet), and such systems can sound a notification alarm for the freightoperator or implement speed reduction automatically until the freightoperator acts. Still further, other technological advancements includeintra-vehicle communication and control systems which can synchronizethe acceleration and braking actions performed on two freight vehicles.In such systems, when the lead freight vehicle brakes, the trailingfreight vehicle brakes automatically at the same time. These and othertechnological advancements have alleviated some of the concerns aboutsafety with respect to the operation of freight vehicles.

While technological advancements have been made to promote safety indrafting arrangements, such advancements do not address many logisticproblems which prevent drafting from being safely employed on awidespread basis. As an example, an increasing number of freightvehicles are owned and operated by the freight vehicle's operator, asopposed to carriers who operate fleets of freight vehicles. As a result,a substantial portion of active freight operators are not centrallymanaged, making the ability for freight operators to coordinate, letalone communicate directly is limited. Examples recognize that theabsence of coordination and communication amongst freight operatorssignificantly limits the able of freight operators to draft with oneanother. For freight operators to find drafting arrangements, thefreight operator must identify another freight operator who is inproximity, having a shared route. To find a drafting arrangement, thefreight operator may have to repeatedly raise inquiries through afreight vehicle's communication system, or post messages on onlineforums indicating their planned route or future location. In suchscenarios, the freight operator has to balance the inconvenience andcost of finding a drafting arrangement (e.g., downtime waiting for otherfreight vehicle) with the benefits that drafting can bring.

Additionally, under conventional approaches, when drafting takes place,the lack of communication and coordination between freight operators canresult in downtime amongst freight operators and lost fuel-efficiency.For example, while two freight operators can communicate to arrange fordrafting with one another, better drafting arrangements may have beenavailable to each freight operator. For example, the freight operator ofthe drafting arrangement may have been able to form draftingarrangements with other freight operators who were closer and/or who hada more compatible route or schedule to permit longer drafting durations.

Moreover, the actions freight operators may have to perform to arrangedrafting with other freight operators can itself be a distraction thatraises safety issues. For example, to arrange drafting, freightoperators may have to manually operate mobile devices to find andcommunicate with other freight operators, and when drafting arrangementsare made, freight operators have to seek out and locate the otherfreight operator at agreed upon locations.

Among other benefits, examples provide for a network computer systemthat monitors active freight operators to determine and implementdrafting arrangements amongst two or more freight operators. The networkcomputer system can select and configure drafting arrangements tofurther objectives, such as objectives of matching freight operators tomaximize the drafting time, and/or an objective to reduce wait time,route deviations and/or other cost considerations, to each or bothfreight operators.

Moreover, in examples, a network computer system implements processes tofacilitate coordination amongst the freight operators when drafting iscommenced. For example, the network computer system can locate acommencement location for the drafting arrangement that furthers theobjectives of increasing drafting time and/or fuel efficiency to eachfreight operator of the drafting arrangement, while reducing wait timeand/or costs to the freight operators.

Additionally, in examples, a network computer system implementsprocesses to facilitate coordination amongst the freight operators whendrafting is taking place. According to examples, a network computersystem can coordinate when freight operators switch drafting positions,or when drafting is complete, to avoid or lessen, for example,interactions amongst the freight operators which can reduce theefficiency and/or safety of the drafting arrangement, by mitigating oravoiding discussion time amongst the freight operators to implement thedrafting arrangement.

With examples described, a network computer system can be implementedas, or otherwise utilize, a distributed computing system, where freightoperator devices can be controlled and/or triggered to execute processesfor implementing drafting arrangements, as described. In examples, anetwork computer system includes, or otherwise utilizes devices locatedon freight vehicles (e.g., mobile devices of freight operators) toacquire information and/or display content, for purpose of implementingdrafting arrangements in accordance with one or more objectives.

According to examples, a network computer system can make draftingarrangement recommendations or instructions between two or more freightoperators (or freight vehicles). As described herein, drafting refers toa technique in which one vehicle can reduce drag (e.g., via windresistance) by driving in close proximity behind another vehicle. Thenetwork computer system can implement a drafting configuration processto determine drafting arrangements between two or more vehicles (e.g.,identifying two or more freight operators or freight vehicles toparticipate in a drafting arrangement). In various implementations, thenetwork computer system implements the drafting configuration process byutilizing a variety of parameters, including (i) drafting configurationparameters, which identify information for individual freight operatorsof a freight service (e.g., location information of an individualfreight operator that indicates a current location of the individualfreight operator), and (ii) projected drafting-related parameters, whichinclude projections related to the freight operator joining or otherwisebeing included in a drafting arrangement (e.g., expected outcome for anindividual freight operator).

In some examples, at least some of the parameters used for the draftingconfiguration process can be weighted with respect to one another sothat some parameters are of higher priority than other parameters.Additionally, some parameters may be determinative of an outcome orresult of one or more stages of the implemented drafting arrangements.For example, a projected draft-related parameter may be based on adistance of a candidate freight operator to another freight operator, orto a group of freight operators who are already matched for drafting(and/or already drafting). If the distance of the candidate freightoperator exceeds a threshold (e.g., dynamically determined thresholdbased on the candidate freight operator's next stop), then the projecteddraft-related parameter may be determinative in that the candidatefreight operator may not be selected for a drafting arrangement.

In determining a configuration for a drafting arrangement, the networkcomputer system can make a drafting position determination for eachfreight operator of a determined drafting group of freight operators.For a group of two freight operators, the position determination mayidentify the lead and the follower for a duration of time (the amount oftime the two freight operators can draft along a route of travel in thatparticular configuration). In some examples, the drafting group caninclude three or more freight operators, in which case the positiondetermination can identify which of a respective three or more draftingpositions are to be occupied by individual freight operators of thegroup. Still further, in one example, the drafting arrangementdetermined by the network computer system can specify that after adetermined amount of time, the freight operators can switch positions(e.g., switch from leading to following, or vice versa). In such anexample, the network computer system can make multiple drafting positiondeterminations for each freight operator of the drafting group formultiple durations of time.

As provided herein, the terms “driver,” “operator,” “freight operator”and “service provider” are used throughout this applicationinterchangeably to describe a person utilizing an application (e.g., aprovider or carrier client or web application) on a computing device todrive, transport people or items, and/or provide freight services to afreight service requester (e.g., a shipper). The terms “requester, and“a freight service requester” can be a person or group of people whoutilize an application (e.g., a requester or shipper client or webapplication) on a computing device to request, over one or morenetworks, services, such as transport or freight services from a networkcomputing system.

One or more examples described herein provide that methods, techniques,and actions performed by a computing device are performedprogrammatically, or as a computer-implemented method. Programmatically,as used, means through the use of code or computer-executableinstructions. These instructions can be stored in one or more memoryresources of the computing device. A programmatically performed step mayor may not be automatic.

Additionally, one or more examples described herein can be implementedusing programmatic modules, engines, or components. A programmaticmodule, engine, or component can include a program, a sub-routine, aportion of a program, or a software component or a hardware componentcapable of performing one or more stated tasks or functions. As usedherein, a module or component can exist on a hardware componentindependently of other modules or components. Alternatively, a module orcomponent can be a shared element or process of other modules, programs,or machines.

Moreover, examples described herein can generally require the use ofspecialized computing devices, including processing and memoryresources. For example, one or more examples described may beimplemented, in whole or in part, on computing devices such as servers,desktop computers, cellular or smartphones, personal digital assistants(e.g., PDAs), laptop computers, printers, digital picture frames,network equipment (e.g., routers), wearable computing devices, andtablet devices. Memory, processing, and network resources may all beused in connection with the establishment, use, or performance of anyexample described herein (including with the performance of any methodor with the implementation of any system). For instance, a computingdevice coupled to a data storage device storing the computer program andconfigured to execute the program corresponds to a special-purposecomputing device. Furthermore, any computing systems referred to in thespecification may include a single processor or may be architecturesemploying multiple processor designs for increased computing capability.

Furthermore, one or more examples described herein may be implementedthrough the use of instructions that are executable by one or moreprocessors. These instructions may be carried on a computer-readablemedium. Machines shown or described with figures below provide examplesof processing resources and computer-readable mediums on whichinstructions for implementing examples described can be carried and/orexecuted. In particular, the numerous machines shown with examplesdescribed include processor(s) and various forms of memory for holdingdata and instructions. Examples of computer-readable mediums includepermanent memory storage devices, such as hard drives on personalcomputers or servers. Other examples of computer storage mediums includeportable storage units, such as CD or DVD units, flash memory (such ascarried on smartphones, multifunctional devices or tablets), andmagnetic memory. Computers, terminals, network enabled devices (e.g.,mobile devices, such as cell phones) are all examples of machines anddevices that utilize processors, memory, and instructions stored oncomputer-readable mediums. Additionally, examples may be implemented inthe form of computer-programs, or a computer usable carrier mediumcapable of carrying such a program.

Alternatively, one or more examples described herein may be implementedthrough the use of dedicated hardware logic circuits that are comprisedof an interconnection of logic gates. Such circuits are typicallydesigned using a hardware description language (HDL), such as Verilogand VHDL. These languages contain instructions that ultimately definethe layout of the circuit. However, once the circuit is fabricated,there are no instructions. All the processing is performed byinterconnected gates.

System Description

FIG. 1 illustrates an example network computer system to determinedrafting arrangements between two or more freight operators. Networkcomputer system 100 can be implemented as part of a freight managementsystem 10, where, for example, freight operators are assigned toshipments, receive routing information and/or other instructions orguidance for completing their respective routes or tasks. In context ofa freight management system, network computer system 100 can includesprocesses for implementing drafting arrangements between two or morefreight operators.

With respect to examples as described, the network computer system 100can be implemented on a server, on a combination of servers, and/or on adistributed set of computing devices which communicate over a networksuch as the Internet. Still further, some examples provide for thenetwork computing system 100 to be distributed using one or more serversand/or mobile devices. In some variations, the network computing system100 is implemented as part of, or in connection with a freightmanagement service for individual freight operators, wherein individualfreight operators use respective mobile devices (or other freightoperator devices) that they own or operate to receive and/or participatein the freight management service. While some examples are describedwhere the network computer system 100 is integrated with the freightmanagement system 10, in variations, the network computer system 100 canoperate as a separate service to implement drafting arrangements betweenparticipating freight operators and/or carriers.

Over a given territory, the network computer system 100 communicateswith numerous mobile computing devices, such as operator device 140 and142 that are carried by freight operators within corresponding freightvehicles 20, 22. In some examples, each freight vehicle 20, 22 includesa truck (or tractor) and trailer, with the trailer being separable fromthe truck. In variations, each freight vehicle 20, 22 can correspond toany vehicle that is capable of carrying a shipment load. By way ofexample, freight vehicles can include tractor units (sometimes referredas to as “semis” or “semi-tractors”), flatbed trucks, cargo vans, boxtrucks, and numerous types of specialized trucks (e.g., tank trucks tocarry flammable liquid, refrigerated trucks, etc.).

In some examples, the mobile devices 140, 142 execute respective serviceapplications 141, 143, to enable the freight operators to receiveservices and other functionality from the network computer system 100.In some examples, the mobile devices 140, 142 correspond tomulti-functional messaging and/or telephony device of the freightoperator (e.g., feature phone, smart phone, phablet, tablet, ultramobilecomputing device, etc.). In variations, individual mobile devices 140,142 implement respective service applications 141, 143 which communicatewith the network computer system 100. In communicating with the networkcomputer system 100, the mobile devices 140, 142 may access geo-awareresources of the computing device, such as a respective satellitereceiver (e.g., Global Positioning System (“GPS”) receiver) whichdetermines longitude and latitude of the respective mobile device overrepeated intervals. The individual mobile devices 140, 142 may alsoexecute the service applications 141, 143 to access other types of data,such as sensor data obtained from an accelerometer, gyroscope, inertialmass unit (“IMU”) or other type of sensor device. Through execution ofthe service applications 141, 143, the respective mobile devices 140,142, can be triggered or otherwise enabled to sample sensors andlocation-aware sensors (e.g., satellite receiver), and to transmit thesampled information to the network computer system 100. For example,mobile devices 140, 142 can be used to repeatedly transmit the currentlocation of the freight vehicle while the freight operator is on-duty.

As an addition or variation, the mobile devices 140, 142 can alsoexecute the service applications 141, 143 to transmit, for example, acurrent service plan (e.g., shipments in progress, shipments which thefreight operator may be picking up) or other related information, toidentify, for example, a trip destination for the freight vehicle, adesired or expected time of arrival at the trip destination, a freightstatus (e.g., empty, partially full, full) and/or a current or expectedroute. As an alternative or variation, the monitoring component 126 canreceive information corresponding to a freight operator's service planor other related information from the freight management system 10.

Still further, in other variations, the service applications 141, 143can also serve as an interface to provide the network computer system100 with information determined from one or more types of vehicleresources. The service applications 141, 143 can communicate with theelectronic logging devices (“ELD”) 61, 63 of corresponding freightvehicles 20, 22 using, for example, a local wireless link (e.g., viaBluetooth) or wireline connection, to obtain vehicle information (e.g.,on-board diagnostic (“OBD”) information, vehicle operationalinformation, etc.). In similar fashion, the service applications 141,143 can also communicate with other types of vehicle resources, such assensors on the freight vehicle (e.g., tire sensors) or provided with thetrailer (e.g., weight sensors, cameras). In this way, the serviceapplications 141, 143 can execute on the respective mobile devices 140,142, to retrieve information from vehicle resources, and to communicatecorresponding vehicle information to the network computer system 100. Inother variations, the service applications 141, 143, can also access,for example, applications and/or application data sources (e.g.,third-party applications and services), in order to perform other tasksin connection with data received from the network computer system 100.

The network computer system 100 can programmatically monitor freightoperators (or freight vehicles) that are active (e.g., currentlytransporting a shipment in furtherance of a shipping request) inoperating freight vehicles 20, 22 over a given geographical region. Inexamples, the individual operator devices 140, 142 execute thecorresponding service applications 141, 143 that cause the respectivemobile devices to operate as information inlets and/or outlets for thenetwork computer system 100. As an information inlet, the operatordevices 140, 142 can also transmit freight activity information 52 tothe network computer system 100, using the one or more wireless networks99 (e.g., cellular networks). The freight activity information 52 caninclude sensor information obtained from the respective serviceapplication, including location information for the respective freightvehicle 20, 22. In this way, the network computer system 100 can use thefreight activity information 52, as transmitted from operator devices140, 142, to track respective freight vehicles 20, 22, including todetermine and update the current or recent location of individualfreight vehicles over a given geographical region.

As described with some examples, the network computer system 100 canfurther detect and track activities of individual freight operatorsusing the freight activity information 52. For example, the operatordevices 24 can detect and record, via the respective serviceapplications 141, 143, interactions of the individual freight operatorswith respect to communications of the freight management system 10. Withrespect to freight activities conducted through the freight managementsystem 10, the operator devices 140, 142 can detect and record, usingsensor data (e.g., location information) and/or other information, theoccurrence of predefined events, such as the freight operatorcompleting, or nearing completion of a shipping request.

In some examples, the freight activity information 52 can includelogging information from corresponding freight vehicles 20, 22. Thelogging information may be obtained from, for example, the operatordevices 140, 142, or alternatively from a resident ELD 61, 63 ofindividual freight vehicles 20, 22. The logging information mayidentify, for example, information about the operation of thecorresponding freight vehicle 20, 22, such as information from whichfuel efficiency can be determined. As an addition or variation, thelogging information may identify a continuous interval during which thefreight vehicle was in operation. Such information may be used tomonitor the number of hours during which a freight operator hascontinuously operated a freight vehicle. When used in connection withthe freight management system 10, the network computer system 100 cantrack shipping requests which are assigned to individual freightoperators. In particular, the network computer system 100 can identifyparametric information about a current shipping assignment which eachfreight operator is fulfilling, where the parametric informationincludes the shipment loading location, loading time (e.g., timeinterval when load is available for loading), delivery location, anddelivery time (e.g., time interval when load is to be delivered atdelivery location). For example, when a freight operator accepts a newshipment, the respective service application 141, 143 may automaticallyrecord information about the new shipment, in connection with a profileof the freight operator. In some variations, the service applications141, 143 can execute to develop one or more profiles for the respectivefreight operator, and the profiles can persist on the respective mobiledevices and/or system 100 as the freight operator operates differentfreight vehicles.

In variations, the network computer system 100 can operate as part ofthe freight management system 10 to determine the current route of thefreight operator, and/or predict the route the freight operator willtake to fulfill the current assignment. The network computer system 100can further monitor the progress of each freight operator towardsfulfilling the current shipping assignment, including recording thecurrent and/or recent locations of the freight operator with respect tothe planned route of the freight operator. The network computer system100 can track freight operators by, for example, (i) recording newshipping requests that are assigned to each freight operator; (ii)detecting when the freight operator loads the corresponding shipment ofeach shipping request; (iii) tracking a location of each freightoperator that is assigned to a shipping request as the freight operatortravels to a shipment loading location, and/or to a shipment deliverylocation; and/or (iv) detecting when the freight operator unloads orotherwise completes a current shipping assignment. Over time, thenetwork computer system 100 can use historical information for eachfreight operator, where the historical information can be maintained byone or more profile stores 146, 148, 152, as described by examplesbelow. The historical information can include, for example, parametricinformation about completed shipping requests, including shipmentloading locations, shipment delivery locations, and routes taken by thefreight operator. The network computer system 100 can also determinepreferences of the freight operators as to shipping requests, such aspreferred shipment pickup and/or delivery locations of each freightoperator. Still further, in variations, the network computer system 100can infer preferences of the freight operator as to shipping requests,based on, for example, a home location of the freight operator.

In examples, the network computer system 100 includes a draftingsubsystem 102, a communication interface 116, a monitoring component 126and an activity data store 118. The drafting subsystem 102 includesprocesses to configure and implement drafting arrangements throughdifferent stages, including one or more of (i) a matching phase, wherefreight operators are identified as suitable candidates for drafting,(ii) a meetup phase, wherein freight operators are directed, orotherwise guided to a particular location where the drafting arrangementbetween the two freight operators can take place, and (iii) a monitoringphase, wherein an implemented drafting arrangement is monitored untiltermination or completion.

In examples, the communication interface 116 can communicate with theservice applications 141, 143 to establish one or more communicationchannels with each of the corresponding freight operator devices 140,142. For example, the communication interface 116 can use serviceapplications executing on mobile devices of freight operators toestablish secure sockets from which different types of mobile devicescan communicate information, as well as receive services, while thecorresponding freight operators operate their respective freightvehicles. The communication interface 116 can receive freight activityinformation 52, which can be stored with the activity data store 118. Inexamples, the communication interface 116 receives and storesinformation that is used for services of the freight management system10 (e.g., assigning shipping requests to freight operators, trackingfreight operators for fulfillment of freight requests, etc.), as well asfor implementing drafting arrangements amongst freight operators.

In examples, the network computer system 100 can implement draftingservices for freight operators that are subscribers, or otherwise usersof a service provided by the network computer system 100. For example,the network computer system 100 can implement drafting services forfreight operators who have associated accounts which are maintained bythe network computer system 100, with each freight operator's accountbeing linked to the respective service application 141, 143 running onthe freight operator's device 140, 142.

Still further, the activity data store 118 can maintain updatedinformation for a roster of freight operators that are eligible fordrafting arrangements. The roster of eligible freight operators caninclude freight operators who have, for example, an account or profileassociated with the network computer system 100, such as in connectionwith receiving freight management services from the freight managementsystem 10. As an addition or alternative, the roster of eligible freightoperators can include freight operators which have, for example,indicated an online status, through, for example, execution of a serviceapplication 141, 143 on a corresponding mobile device 140, 142. Stillfurther, the roster of eligible freight operators can include thosefreight operators who are operating freight vehicles that are suitablyequipped for drafting services. As described examples below, theactivity data store 118 can associate an identifier of each eligiblefreight operator with parametric information, as provided by variousexamples described below.

The monitoring component 126 can include processes implemented by thenetwork computer system 100, to monitor information provided by thefreight operator mobile devices 140, 142 for specific types ofinformation and events, as the freight operators drive their respectivefreight vehicles 20, 22. The monitoring component 126 can also processinput or programmatic triggers generated from the freight operatordevices 140, 142, to detect input reflecting specific types of events,such as events corresponding to when the freight operator goes online,the freight operator accepts a shipping assignment, or events where themonitoring component 126 receives specific information in connectionwith processes executing on the freight operator's mobile device. By wayof example, the information recorded about individual freight operatorscan include identification of a route or destination of the freightoperator's current trip, identification of a status of the freightoperator (e.g., on trip to shipping pickup location or destination,driving deadhead, resting, etc.), information about the freight vehiclethe freight operator is operating, information about the freight loadthe freight operator is carrying and/or information about the freightload the freight operator is carrying.

In examples, the monitoring component 126 can include processes that usefreight activity information 52 received from the freight operator'smobile devices 140, 142 and/or the freight management system 10, toupdate a collection of records in the activity data store 118, whereeach record of the collection relates to a specific freight operator,carrier and/or freight vehicle. In connection with information receivedfrom the freight operator devices 140, 142 and/or the freight managementsystem 10, the monitoring component 126 can implement different types ofprocesses to detect and record parametric information reflectingmultiple types of information, (termed “drafting configurationparameters 151”).

In examples, the drafting configuration parameters (DCP) 151 include,(i) a current location, such as may be communicated by the respectiveservice applications 141, 143 interfacing with the respective devices'GPS receiver; (ii) a speed or speed profile of the freight operator,which may be determined from mapping current location of the freightoperator over time; (iii) a current acceleration or acceleration profileof the freight operator (e.g., as determined from the sensor informationand/or mapping of the associated current location over time); (iv) apredicted/planned route or route segment, such as may be communicated bythe freight management system 10, freight operator input, and/or therespective service applications 141, 143; (v) a scheduling constraint(e.g., a planned or required arrival time for a freight operator's nextstop) or scheduling flexibility, such as may be communicated by thefreight management system 10, the respective service application, and/ora third-party application or service (e.g., calendar or navigationapplication) executing on the freight operator device 140, 142; (vi) afuel consumption rate, based on information recorded on the freightoperator device and/or retrieved from the ELD 61, 63 on thecorresponding freight vehicles 20, 22; and/or (vii) a status orcharacteristic of the freight load which the particular freight operatoris carrying. The status or characteristic of the freight load may becommunicated by the freight management system 10, or the respectiveservice applications 141, 143 after the respective mobile devices 140,142 are provided such information by the freight management system 10.In other variations, the status or characteristic of the freight loadmay be communicated by the respective service applications 141, 143communicating with sensors of the freight vehicle and/or truck (e.g.,tire sensors, cameras in truck, etc.).

In examples, the drafting configuration parameters 151 can also includeinformation determined from historical or characteristic information(collectively “profile information”) about a freight operator and/orfreight vehicle. The network computer system 100 may include an operatorprofile store (OPS) 146 which identifies, for example, a preference ortendency of the freight operator in operating a freight vehicle, such aswith respect to a vehicle speed which the freight operator drives afreight vehicle at, a preferred type of roadway and/or a preferred routethat the freight operator may drive a freight vehicle on.

In variations, the network computer system 100 may also include avehicle profile store (VPS) 148 to store information about the freightvehicle the operator is driving (or likely to be driving). The vehicleprofile store 148 may identify, for example, a capability of the freightvehicle (e.g., type of roadway the freight vehicle can operate on), asize of the freight vehicle's trailer (by dimension, volume and/orweight) and/or a type of freight load the freight vehicle can haul,etc.). Still further, the network computer system 100 can include adrafting profile store (DPS) 152, which can identify information aboutthe freight operator's preferences with respect to drafting. By way ofexample, the drafting profile store 152 can identify (i) a preference ofthe freight operator, for or against (or neutrality towards) draftingwith other freight operators, (ii) a recency and/or frequency of thefreight operator drafting via arrangements implemented by the networkcomputer system 100, and/or (iii) historical information about priordrafting arrangements which were implemented for the freight operator.The historical drafting information can identify, for example, thedrafting position of the freight operator in previously arrangeddrafting arrangements, as well as the duration of prior draftingarrangements, including duration which the freight operator spent ateach drafting position. The drafting profile store 152 can also identifyother information about the freight operator with respect to priordrafting arrangements, such as the freight operator's speed and/or theproximity of the freight operator to another freight vehicle that wasparticipating in the drafting arrangement.

In examples, activity data store 118 can obtain vehicle operationinformation directly from the ELD 61, 63 coupled directly to anelectronic computing unit (ECU) of a corresponding freight vehicle 20,22. For example, activity data store 118 can obtain, over one or morenetwork(s) 99 and from ELD 61, 63 vehicle operation information ofrespective freight vehicles 20, 22. As such, the activity data store 118can include vehicle operation information (e.g., freight vehiclevelocity, operational parameters of freight vehicle components, fuel orbattery usage or levels, etc.) as communicated by (i) the operator'smobile device 140, 142, (ii) directly from respective ELD 61, 63 (orcorresponding ECU), and/or (iii) from a third-party service which mayreceive and provide ELD information for freight vehicles 20, 22.Depending on implementation, the activity data store 118 can bepopulated with freight vehicle information, in real-time, at sampledintervals (e.g., once per minute) or via asynchronous or offlinecommunications (e.g., once a day).

Additionally, as described with some examples, the monitoring component126 can determine a drafting status of the freight operator. Thedrafting status can identify, for example, whether the freight operatoris eligible as a candidate for a drafting arrangement based on, forexample, a vehicle type of the freight operator, a route the freightoperator is operating or traveling on, a preference of the freightoperator (e.g., a freight operator may be ineligible if he indicatesthat he does not want to participate in drafting arrangements), and/oror skill level of the freight operator. The information recorded abouteach freight operator can be stored with the freight operator's record(or collection of records) in the activity data store 118.

In variations, at least some of the information recorded for eachfreight operator can be determined in-part by the freight operator'sinput. For example, the freight operator may identify (e.g., using theservice application running on their respective device) the currentdestination of the freight operator's trip, as well as information aboutthe freight vehicle or the freight load the freight operator iscarrying. As an addition or alternative, at least some of theinformation recorded for each freight operator can be determinedautomatically, using, for example, programmatic processes, which mayinclude processes executed through the service applications 141, 143.Still further, other information that can be recorded for each freightoperator can be obtained from the freight management system 10. Forexample, programmatic components of the freight management system 10,which can operate either separately or as an integrated part of thenetwork computer system 100, can be used to determine information suchas the current route of the freight operator (e.g., based on an assignedshipment), the freight operator's freight vehicle, and information aboutthe freight load being carried by the freight operator.

The drafting subsystem 102 can utilize information maintained by theactivity data store 118 and/or the profile stores 146, 148, 152, as wellas information communicated directly or in near real-time by the mobiledevices 140, 142 of the freight operators, to implement draftingarrangements amongst two or more freight operators. In implementingdrafting arrangements, the drafting subsystem 102 can include processesrepresented by matching component 162, to match pairs or groups (e.g.,three or more) of freight operators for individual draftingarrangements. The drafting subsystem 102 can also include processesrepresented by draft commencement component 164, to guide matchedfreight operators to respective locations where the freight operator(s)can commence drafting, or otherwise participate in drafting arrangementswith other freight operators. In variations, the drafting subsystem 102can also include processes represented by tracking component 166, totrack drafting arrangements until a point where the drafting arrangementis completed or otherwise terminated.

In examples, the matching component 162 can utilize informationmaintained by the activity data store 118 and/or the profile stores 146,148, 152 to make a matching determination 165 which pairs or groupsfreight operators for drafting arrangements. Each matching determination165 can be represented as a recorded data set that associates two ormore freight operators by respective their identifiers (e.g., name,account identifier) to one or more commencement locations 167 wheredrafting has or is expected to be commenced. Additionally, the data setof the matching determination 165 can include information that isindicative of a drafting state. For example, when two freight operatorsare first matched, the matching determination 165 can associate a dataset that includes identifiers of participating freight operators, acommencement location 167 (e.g., identified by a geographic coordinate,or multiple geographic coordinates), and a drafting state whichidentifies the respective freight operators as being on route to thecommencement location. Once the freight operators commence drafting atthe commencement location 167, the associated data set of the matchingdetermination 165 can identify the drafting state as being in progress.As described in greater detail, the matching determination 165 can alsobe associated with information that indicates a planned or expectedduration for the drafting arrangements, as well as the current orplanned drafting state of each freight operator.

As described in greater detail, the matching component 162 can implementprocesses to rank and select freight operators for draftingarrangements, where the ranking and selection are based on furtheringone or more objectives, such as objectives of (i) maximizing a draftingtime of one or more individual freight operators, (ii) maximizing adrafting time of the freight operators of the drafting arrangementcollectively, and/or (iii) matching the drafting time of all candidatefreight operators who are available for drafting, in a given geographicregion over a given time interval. In examples, the matching component162 can repeatedly evaluate a pool of freight vehicles for possiblematching determinations, where the evaluation includes, for example, (i)determining a likely commencement location for the possible draftingarrangement, (ii) determining a likely completion point for the possibledrafting arrangement, and/or (iii) determining a likely cost for eachdrafting arrangement. In examples, the matching component 162 candetermine the likely cost for possible drafting arrangements bydetermining (i) a likely route deviation which one or both freightoperators may be required to make in order to implement the draftingarrangement, and/or (ii) a delay in each freight operator's currentschedule in order to implement the drafting arrangements. Still further,the cost determination for each drafting arrangement that is underconsideration can reflect fuel expenditure and/or other vehicleoperational costs. Each considered drafting arrangement can thus beevaluated as a comparison of drafting duration (or benefit) versus costfor implementing the drafting arrangement. Based on the evaluation, thepossible drafting arrangements can be ranked, with selection of draftingarrangements to employ being based on furthering the objectives of thenetwork computer system 100.

The matching component 162 can generate the drafting determinations as aresponse to one or more types of triggers. By way of example, thematching component 162 can respond to a request from one or moremultiple freight operators who request drafting arrangements, eitherbased on their respective current location or based on a planned orfuture location. As an addition or alternative, the matching component162 can generate matching determinations 165 automatically by monitoringthe activities of the eligible freight operators. In examples, thematching component 162 can repeatedly query the activity data store 118to identify, for example, eligible freight operators who have a currentlocation, bearing and/or route that satisfies a proximity condition withanother freight operator and/or candidate commencement location. In suchexamples, the proximity condition can be based on a length of travel(e.g., as measured by Haversine distance, route distance, trip time,etc.) between (i) two or more eligible freight operators operating on acompatible route, and/or (ii) a candidate freight operator and/or acandidate commencement location. In examples, the matching component 162can repeatedly query (e.g., every 5 minutes, hour, etc.) the activitydata store 118 to make the drafting determinations over a given timeinterval (e.g., 12-hour period corresponding to day-time driving) and agiven geographic region.

In addition to satisfying a proximity condition, in some variations, thematching component 162 can match two or more freight operators based ona determination that a current or planned route of the matched freightoperators overlap in length or duration by an amount which exceeds athreshold. In such examples, the current or planned route of the matchedfreight operators can be determined based on a next planned freight stopand a projected or acceptable time of arrival for the freight operatorto arrive at the respective next planned freight stop.

In some variations, the matching component 162 identifies candidate setof freight operators for possible drafting arrangements, where thedrafting arrangement between any pair or group of candidate freightoperators of the set is deemed possible, subject to further evaluation.By way of example, the matching component 162 can implement a process toidentify possible drafting arrangements amongst candidate freightoperators, where the possible drafting arrangements are ranked andscored in accordance with one or more objectives of network computersystem 100. As an addition or variation, freight operators can be rankedfor possible drafting arrangements based on a respective proximity ofeach freight operator to another candidate freight operators. From theranking of possible drafting arrangements, matching component 162selects individual drafting arrangement for implementation. To implementa drafting arrangement, the matching component 162 can cause eachidentified freight operator of the potential drafting arrangement toreceive a drafting invitation to participate in the draftingarrangement. When each identified freight operator accepts thecorresponding drafting invitation, the matching component 162 recordsthe data set for the matching determination 165. When individual freightoperators reject drafting arrangements, the matching component 162 canreevaluate the possible drafting arrangements by, for example, rankingand scoring the possible drafting arrangements without inclusion of thefreight operator who rejected the invitation. The matching component 162can reselect individual drafting arrangements, and repeat an invitationprocess until the selected drafting arrangement is accepted by theinvited freight operators.

In examples, the matching component 162 can communicate, via thecommunication interface 116, drafting invitations to mobile devices 140,142 of candidate freight operators. Each drafting invitation can includecontent which identifies, for example, a commencement location or regionfor the drafting arrangement. The drafting invitations can beinteractive to enable, for example, the receiving freight operators tointeract with the respective executing service applications 141, 143, inorder to elect participation in the identified drafting arrangement. Forexample, the matching component 162 can communicate programmaticinstructions to the respective service applications 141, 143 executingon corresponding mobile devices 140, 142, to cause the respectiveservice applications to generate one or more graphical features (e.g.,soft buttons) that enable the invited freight operators to respond tothe drafting invitations. In examples, the drafting invitations can alsodisplay content to communicate, for example, a drafting plan 175 (orportion thereof) for the drafting arrangement. Each drafting invitationmay also include content that indicates, for example, a potential saving(e.g., fuel saving) for the freight operator if the freight operatorelects to participate in the identified drafting arrangement. Forexample, the network computer system 100 can identify a cost savingassociated with each unit distance (e.g., mile or kilometer driven)during which drafting occurs. The response from the freight operators tothe drafting invitations can be generated through the respective serviceapplications 141, 143 (e.g., through interaction with a graphicalfeature), through a messaging medium, or through inaction (e.g., noresponse means the freight operator declined the drafting invitation).

As an addition or variation, each matching determination 165 can beassociated with a drafting plan 175, where the drafting plan 175identifies a commencement location 167 for the drafting arrangement. Inexamples, the drafting plan 175 can also identify, a completion locationfor the drafting arrangement. Still further, the drafting plan 175 canidentify a route, roadway or series of roadways for the freightoperators to use, while drafting, in order to reach the completionlocation. As another addition or variation, the drafting plan 175 canidentify a speed or configuration for the drafting arrangement,including, for example, a drafting position of each freight operator,and/or a location where the freight operators are to switch draftingpositions.

The matching component 162 can determine the draft completion locationbased on, for example, a determination of the planned route for eachfreight operator of the drafting arrangement. The determined draftcompletion location can correspond to a location on an overlappingportion of the planned route for each freight operator. In variations,the matching component 162 can also determine the draft completionlocation based on suitability factors for the respective roadway orroute segment leading to the draft completion location. Such suitabilityfactors can include, for example, the type or nature of roadway (e.g.,wider roadways may be deemed more suitable for drafting), the amount oftraffic that is expected to be on the roadway, and/or environmentalconditions (e.g., rain or snow on the roadway). In determining the draftcompletion location, the matching component 162 can also identifyfreight operator limitations, such as a limitation in the duration bywhich the freight operator can continue to operate the freight vehiclecontinuously (e.g., in order to be in compliance with a governmentregulation and/or carrier requirement). The matching component 162 mayalso consider freight operator limitations that include an amount offuel remaining in the freight operator's freight vehicle, and/or anindicated or determined preference (e.g., based on a freight operatorprofile) of the individual freight operator. Accordingly, in suchexamples, the matching component 162 can determine the draft completionlocation to be based on an objective of maximizing the length orduration of the drafting arrangement, subject to constraints of (i)consideration of suitability factors, and (ii) consideration of freightoperator limitations.

In examples, the matching component 162 can select commencementlocations 167 for matched freight operators to commence drafting basedon, for example, the current location of the respective freightoperators and/or a current or planned route of each of the respectivefreight operators. In variations, the matching component 162 can selectfreight operators for matching to suitable drafting commencementlocations. In either case, a given matching determination 165 can bebased on a selected commencement location 167, such that the currentlocations of the respective freight operators satisfy one or moreproximity conditions with respect to the commencement location 167. Byway of example, the commencement location 167 can be determined by theclosest suitable location where two freight operators can converge andcommence drafting, such as, for example, a point of intersection asbetween existing or planned routes of matched freight operators. Invariations, the commencement location 167 can correspond to a point on ashared route where one freight operator can overtake another freightoperator. Still further, the matching component 162 can identify a routedeviation for one or both freight operators to reach a commencementlocation.

In examples, a commencement location 167 can correspond to a segment ofa roadway, where matched freight operators can converge and commencedrafting without stopping. For example, the commencement location 167can correspond to a commencement location where one freight operatorwaits for another freight operator, before drafting is commenced.

In examples, the matching component 162 can select commencementlocations 167 for drafting arrangements through a process where one ormore candidate locations are selected for evaluation, then evaluatedbased on one or more predetermined criteria. Through evaluation, thematching component 162 can score a candidate location based on thepotential for the candidate location to satisfy one or more proximityconditions for matched freight operators. For example, the matchingcomponent 162 can select the commencement location 167 for matchedfreight operators to be the nearest locations where two potentialfreight operators can intersect, converge or meet, given each freightoperator's route, heading and/or current location. The matchingcomponent 162 can also score candidate locations based on one or moreproximity conditions, such as (i) a determination that each selectedfreight operator will arrive at the selected commencement locationwithin a given window of time, such that, for example, a first arrivingfreight operator will not wait more than a threshold period of time;and/or (ii) a determination (e.g., prediction) that neither of thefreight operators will be delayed from arriving at their planneddestination by more than a threshold duration of time as a result of thedrafting being initiated from the selected commencement location 167.

As an addition or variation, the candidate commencement locations can beevaluated against one or more suitability conditions, such as ease oraccessibility of the respective candidate location to freight operatorsof a matching determination 165. For example, a candidate commencementlocation can be evaluated based on a size of the shoulder (e.g., topermit one freight operator to stop and wait for another freightvehicle), the availability of an amenity (e.g., rest stop, or refuelingstop), and/or the proximity of the candidate commencement location 167to the main route of travel (e.g., highway).

When multiple candidate commencement locations are possible for a givenmatching determination 165, the matching component 162 can determine thecommencement location 167 to be the candidate location that is mostsuitable, based on scoring or ranking candidate commencement locationsfor potential drafting arrangements. For example, the most suitablecandidate commencement location can correspond to the location that, ifselected for two or more matched freight operators, results in the leastdelay amongst other candidate commencement locations with respect toarrival time of one or both matched freight operators. As an addition oralternative, the most suitable candidate commencement location cancorrespond to the candidate location that would, if selected, providethe greatest fuel conservation and/or least amount of additional travel(e.g., route deviation) as compared to other candidate commencementlocations for a matched set of freight operators.

According to examples, when matched freight operators are determined andinvited for participation to a given drafting arrangement, the draftingstatus for the matching determination 165 can be updated. In someexamples, the drafting status can reflect when respective freightoperators (i) receive or accept drafting invitations, (ii) operatefreight vehicles to travel to commencement locations where draftingarrangements are to commence, and/or (iii) are in process ofparticipating in a drafting arrangement.

According to some examples, the draft commencement component 164 caninitiate one or more processes to coordinate the arrival of the selectedfreight operators to a respective commencement location 167. Inexamples, the draft commencement component 164 can coordinate eachfreight operator to arrive at the commencement location 167 within agiven window of time. The draft commencement component 164 can query theactivity data store 118 to obtain, for example, the current location,heading and route of each freight operator for a given draftingarrangement. Based on the retrieved information, the draft commencementcomponent 164 can generate content to guide each freight operator to thecommencement location 167. The instructions can specify, for example, aspeed for the freight operator to travel to the commencement location167.

As an addition or variation, the draft commencement component 164 cangenerate the freight operating instructions to guide the activity oractions of the early arriving freight operator at the commence location.In examples, the instructions may be generated to influence the mannerin which the freight operator operates the freight vehicle, with anobjective to minimize a difference in the arrival time of each freightoperator to the commencement location of the respective draftingarrangement. The freight operating instructions can specify, forexample, a speed which the freight operator should drive at, and/or aparticular route the freight operator should use to arrive at thecommencement location 167.

In variations, the freight operating instructions are generated tofacilitate or influence the freight operator in minimizing unproductivetime. In such examples, the freight operating instructions can identifya task or activity which the freight operator can perform (e.g.,refueling) before arriving at the commencement location, based on theexpected arrival time of each freight operator and/or the allottedwindow of time for the freight operators to meet at the commencementlocation 167.

In examples, the draft commencement component 164 can also specifyfreight operating instructions for the freight operator to follow at thecommencement location 167. For example, in cases where one freightoperator arrives at the commencement location 167 before another freightoperator, the draft commencement component 164 can also generate freightoperating instructions to guide the early freight operator to wait atthe commencement location 167. The freight operating instructions canalso specify, for example, an amount of time which the early arrivingfreight operator can use as a rest stop. Still further, the freightoperating instructions can identify a time-saving task which the freightoperator can perform at the commencement location (e.g., fuel thefreight vehicle).

In examples, the freight operating instructions can further identify aparticular landmark or stopping point (e.g., mile marker, exit, reststop, etc.) where the early-arriving freight operator is to stop andwait. As another example, the freight operating instructions can specifyactions where the freight operator is to ready the freight vehicle toparticipate in the drafting arrangement. For example, the freightoperating instructions can instruct the freight operator to maneuver therespective freight vehicle to have a particular orientation (e.g.,oriented to face on ramp from rest stop) so that the freight operatorcan accelerate and meet the other freight operator without the otherfreight operator having to stop or slow down. Still further, the draftcommencement component 164 can display a timer that indicates a durationuntil arrival of the other freight operator of a given draftingarrangement.

Accordingly, in examples, the draft commencement component 164 cangenerate content that identifies the commencement location 167, such ascontent that facilitates the freight operator to visually locate thecommencement location 167 while operating a corresponding freightvehicle. As an addition or variation, the draft commencement component164 can generate navigation content to facilitate the freight operatorin arriving at the commencement location 167. Still further, the draftcommencement component 164 can generate content that displays a timerfor one freight operator to arrive at the commencement location 167, orto mark or otherwise visually identify each freight operator to theother freight operator.

In coordinating each freight operator to arrive at the commencementlocation 167, the draft commencement component 164 can track theprogress of each freight operator to the commencement location 167 inorder to make adjustments or changes to the operator's operation of thefreight vehicle. The draft commencement component 164 can, for example,retrieve information (e.g., current location, speed, bearing) from theactivity data store 118 to determine whether each freight operator ofthe matching determination 165 is likely to arrive at the commencementlocation 167 within a threshold window of time (e.g., within 1 minute ofeach other). In making the matching determination 165, the draftcommencement component 164 can, determine an expected progress of eachfreight operator in operating their respective freight vehicle over atime interval that precedes the expected arrival time for that freightoperator. The draft commencement component 164 can track each freightoperator, using the current location of each operator, in order todetermine whether either freight operator is deviating from thecalculated arrival time. Additionally, the draft commencement component164 can repeatedly compare the recalculate an expected arrival time foreach freight operator as the freight operator progresses towards thecommencement location 167.

To minimize the difference in arrival times of the freight operators,the draft commencement component 164 can specify freight operationinstructions as a control to modulate the arrival time of one or bothfreight operators. For example, the draft commencement component 164 cangenerate freight operating instructions to cause the freight operator toreduce or increase speed, in order to change the arrival time of thefreight operator to better match the arrival time of the other freightoperator to the drafting arrangement. By influencing the speed of theindividual freight operators, the draft commencement component 164 caninfluence the respective freight operators to conserve fuel, as comparedto the freight operators operating at higher speeds (that are lessefficient for fuel conservation) and/or shutting the freight vehicledown. The draft commencement component 164 can also generate freightoperating instructions to change, for example, the expected wait time ofthe other freight operator at the commencement location 167. Stillfurther, the draft commencement component 164 can generate freightoperating instructions to suggest an additional or different activitywhich the freight operator can perform while waiting for the draftingarrangement to commence.

Still further, in other variations, the draft commencement component 164can evaluate and reevaluate the commencement location 167 which isselected for a particular drafting arrangement, as compared to othercandidate locations which can be deemed more suitable based on theprogression of the respective freight operators. For example, the draftcommencement component 164 can track one or both freight operators tocalculate a wait time by one freight operator, or a difference betweenthe arrival times of the paired freight operators, with respect to eachfreight operator's expected arrival time at the commencement location167. At the same time, the draft commencement component 164 can evaluateother candidate locations as alternatives to the commencement location167. For example, the progression of one freight operator to thecommencement location 167 may be slower than expected, resulting in theother freight operator having to wait at the commencement location 167.In such a scenario, the draft commencement component 164 can selectanother location along their respective shared route to be thecommencement location, if the draft commencement component 164determines that the difference between the arrival times of the twofreight operators will be less with respect to the newly evaluatedcommencement location 167. As an addition or alternative, the draftcommencement component 164 can select a new commencement location 167because the expected wait time for the freight operator will permit thefreight operator to perform an activity (e.g., refuel) which he wouldnot otherwise be able to perform at the previously selected commencementlocation. In this manner, the draft commencement component 164 canrepeatedly evaluate commencement locations 167, and select newcommencement locations based on progressions of the respective freightoperators.

In examples, the tracking component 166 detects when drafting commencesas between two freight operators of a drafting arrangement. For example,the tracking component 166 can implement a process to repeatedlyretrieve the current location of each freight operator from the activitydata store 118. The tracking component 166 can, for example, compare thecurrent location of each freight operator over a given duration todetermine that drafting is taking place (e.g., the current location ofeach freight operator is deemed to be the same geographic coordinate ata substantial number of instances over a given time interval). Invariations, the tracking component 166 can also use additional types ofinformation to detect when drafting has commenced. For example, thetracking component 166 can compare the respective speed of each freightoperator, where the speed of each freight operator is based on acalculated distance that the freight operator travels (e.g., asdetermined from repeated determinations of the current location for eachfreight operator) over a given time interval.

As an addition or variation, the tracking component 166 can compare therespective acceleration of each freight operator, where the accelerationof each freight operator can be determined from, for example,information communicated by the respective service applications 141, 143using the accelerometers or gyroscopes of the respective mobile devices.Still further, in some variations, each freight operator can provideinput through an interface of the respective service application 141,143, to indicate when drafting is taking place. According to someexamples, the matching determination 165 can include a drafting plan 175which identifies configuration information for each drafting assignment.The drafting plan 175 can identify a switch location where the freightoperators are to switch drafting positions.

In variations, the drafting plan 175 can also identify which freightoperator is to occupy each position of the drafting arrangement. In atwo-freight vehicle arrangement, the drafting positions can include alead position and a tail position. At the switch location, the freightoperator who had been in the tail position is switched to the leadposition, while the freight operator who had been in the lead positionis switched to the tail position. In a three or group freight vehiclearrangement, the switch location can be used to trigger the freightvehicle in the lead position to fall into the tail position.

In examples, the drafting plan 175 can be determined in advance, such asupon the freight operator accepting the drafting invitation to draft. Invariations, the drafting plan 175 can be at least partially communicatedto freight operators just prior to drafting commencing and/or prior tothe drafting positions being switched. For example, prior to draftingcommencing, the tracking component 166 can determine the position ofeach freight operator for the drafting arrangement. The trackingcomponent 166 can make the determination as to which freight operatorhas the lead position based on a variety of factors, such as theposition or orientation of the respective freight vehicles when bothfreight operators are at the commencement location 167. For example, thetracking component 166 can obtain the current location and/or velocityof each freight operator to determine which freight operator can occupythe lead position in the least amount of time upon drafting commencing.

In some examples, when drafting commences, the tracking component 166communicates, via the communication interface 116, an indicator of theswitch location to each freight operator. For example, the trackingcomponent 166 can communicate a remaining distance or time until theswitch position is reached. As an addition or variation, the trackingcomponent 166 can communicates a notification or alert to the operatordevice 140, 142 of each freight operator when the switch location isreached. Still further, freight operating instructions can becommunicated to individual freight operators to enable the freightoperators to switch drafting positions, such that the freight operatorsmay not need to communicate directly with one another. For example, whenthe switch location is reached, the tracking component 166 can providefreight operating instructions to each freight operator to cause thefreight vehicle in the tail position to move into the passing lane andaccelerate, while causing the freight vehicle in the lead position toslow without changing lanes. The tracking component 166 can also providean interface to prompt each freight operator to signal input when theswitch is complete. As an addition or variation, the tracking component166 can programmatically verify that the freight operators haveswitched, as well as the location where the switch occurred. Thetracking component 166 can make the programmatic verification byquerying or otherwise accessing, from the activity data store 118, thecurrent location, the freight vehicle's velocity and/or otherinformation.

In examples, the tracking component 166 can monitor the freightoperators of the drafting arrangement until the drafting is completed orterminated. The tracking component 166 can, for example, analyze thecurrent location, velocity and/or other information to evaluate eachfreight operator's performance when drafting. When the completionlocation is reached, the tracking component 166 can notify or otherwisesignal the mobile devices 140, 142 of each freight operator to indicatethe drafting arrangement is complete.

The tracking component 166 can also determine when the draftingarrangement is terminated before the completion location is reached. Thetracking component 166 can compare, for example, the current locationand velocity of each freight operator to determine when a variance inthe location and/or velocity of each freight operator is detected. Whensuch variances are detected, the tracking component 166 can mark thedrafting arrangement as having been terminated.

In examples, the tracking component 166 can record information abouteach drafting arrangement as part of the drafting profile 152 for eachfreight operator. The tracking component 166 can record, for example,information such as the length or duration of the drafting arrangement,and the length and duration in which each freight operator operated thefreight vehicle at a particular drafting position. The drafting profile152 can be used to determine, for example, the drafting position of thefreight operator at the start of a next drafting arrangement. Forexample, the tracking component 166 can record, in the drafting profileof a freight operator, that a freight operator spent more time in thelead position than in the tail position. On the next draftingarrangement, the matching component 162 can specify the draftingarrangement so the freight operator initially starts in the tailposition, to ensure the freight operator receives the full benefit ofthe next drafting arrangement.

Methodology

FIG. 2A illustrates an example method for selecting two or more freightoperators or freight vehicles to participate in a drafting arrangement.In describing an example of FIG. 2A, reference is made to elements ofFIG. 1 for purpose of illustrating a suitable component for performing aset or sub-step being described.

With reference to FIG. 2A, the network computer system 100 monitorsmobile computing devices 140, 142 of freight operators to determine acurrent location of each freight operator (200). The network computersystem 100 can utilize service applications 141, 143 executing on themobile devices 140, 142 of corresponding freight operators to obtain thecurrent locations of the mobile devices. In variations, the networkcomputer system 100 can also obtain other types of information from theservice applications 141, 143 executing on the respective mobile devices140, 142, including, for example, information from sensor devices (e.g.,accelerometer, gyroscope) and programmatic resources of the respectivemobile devices. For example, the network computer system 100 can alsoreceive and record sensor data from movement sensors of individualmobile devices.

The network computer system 100 can record the current location of eachfreight operator in a data store. For example, the network computersystem 100 can associate a set of one or more records of the active datastore 118 with each freight operator. Each record (or set of records)can include data sets that associate an account identifier of acorresponding freight operator to location information (e.g., a currentlocation, recent locations, bearing, a route, etc.) determined from acorresponding mobile device of that freight operator. The record(s) foreach freight operator can also associate the freight operator to otherinformation pertaining to the activity of the freight operator, such asa current speed or speed profile and/or a current acceleration oracceleration profile of the freight operator. The record(s) for eachfreight operator can also associate the freight operator with thefreight operator's current freight status (e.g., on route to pickupshipment, drop-off shipment, driving deadhead, etc.) and/or draftingstatus (e.g., unmatched for drafting, matched to drafting arrangement,commenced or in progress, etc.).

In some implementations, network computer system 100 implementsprocesses to repeatedly query the active data store 118 to determineinstances of at least two freight operators satisfying a set of draftingconditions (204). In examples, the matching component 162 can includeprocesses to query the active data store for location information offreight operators operating in a given geographic region. By way ofexample, the location information can include (i) the current locationof individual freight operators, (ii) recent location or bearing of thefreight operators, and/or a (iii) current route or destination of thefreight operator. The monitoring component 126 can further analyze thelocation information to two or more freight operators that satisfy aproximity condition as between the freight operators and/or a candidatecommencement location. Still further, in examples, the set of draftingconditions may include a condition where the two freight operators aredetermined to be within a threshold distance (e.g., based on travelduration, travel distance, Haversine distance, etc.) of one another.

As an addition or variation, the set of drafting conditions can includea determination that the freight operators will likely be within athreshold distance of one another in a future time interval. Forexample, the matching component 162 can retrieve location informationfor a group of freight operators, such as, for example, the currentlocation, bearing, route and/or future destination (or destinations) ofthe respective freight operators. The matching component 162 can use theretrieved information to match freight operators for drafting with oneanother based on an expected or future location of the freight operator.Thus, for example, the matching component 162 can select freightoperators for drafting with one another in a time interval that mayextend, for example, hours or days into the future.

In response to the determination, network computer system 100 implementsa drafting arrangement between two or more freight operators (206). Insome implementations, prior to the drafting arrangement being initiated,network computer system 100 can send drafting invitations to the freightoperators that were selected for the drafting arrangement. Upon theselected freight operators accepting the respective draftinginvitations, the network computer system 100 can implement the draftingarrangement.

In some examples, network computer system 100 implements the draftingarrangement by communicating a corresponding set of draftinginstructions to each of the at least two freight operators (208). Toillustrate, the drafting instructions can specify a commencementlocation, a route, and an operating speed for the freight operator tofollow to timely arrive at the commencement location 167. The draftinginstructions can also include navigation content to assist a freightoperator in traveling to the commencement location. In variations, thedrafting instructions may include an alternative route to the determinedcommencement location that may deviate from the predicted or plannedroute of the freight operator. The drafting instructions can direct eachfreight operator of the drafting arrangement to arrive at thecommencement location within a window of time. In variations, thedrafting instructions may also specify an activity which one freightoperator may perform while waiting for another freight operator at thecommencement location. For example, the drafting instructions canspecify a wait time or a timer, or alternatively, advise the freightoperator to refuel or perform some other activity while waiting for theother freight operator.

Once the freight operators of a drafting arrangement start traveling tothe commencement location, network computer system 100 update thedrafting instructions based at least in part on the current location ofeach of the respective freight operators (210). The draftinginstructions may update, for example, the manner in which one or bothfreight operators operate their respective freight vehicles. By way ofexample, the drafting instructions can (i) update a speed which one orboth freight operators travel to reach the commencement location, (ii) await time of one freight operator waiting at the commencement locationand/or (iii) specify a new commencement location for one or both freightoperators are to travel to.

As each freight operator reaches the commencement location, the networkcomputer system 100 can implement processes to determine when thefreight operators initiate drafting (212). In examples, the networkcomputer system 100 can use the current location of each of the freightoperators to determine when drafting begins. For example, the trackingcomponent 166 can compare the current location of each freight operatorto determine that the freight operators have initiated drafting. Invariations, the tracking component 166 can also use additionalinformation which may be recorded in the activity data store 118, suchas the respective velocity and acceleration profiles of each of thefreight operators.

FIG. 2B illustrates an example method for scheduling a shippingassignment based on a drafting arrangement. FIG. 2C illustrates anexample method to assigning a shipment to a freight operator based on adrafting arrangement. Examples such as described by FIG. 2B and FIG. 2Ccan be implemented using a freight management system that includesfunctionality for implementing drafting arrangements amongst freightoperators. Accordingly, reference is made to the freight managementsystem 10 and other elements of FIG. 1 for purpose of illustratingsuitable components for performing a step or sub-step as described.

With reference to FIG. 2B, the freight management system 10 operates toassign a freight operator to a shipping order (220). The freightmanagement system 10 can receive and process shipment orders frommultiple shippers, where each shipper is associated with a shipperlocation where shipments can be picked up by freight operators.Accordingly, each shipping order can specify a freight load, a shipmentor pickup location and a destination location. Shipping orders can alsospecify information about the freight load, such as a type of shipment(e.g., refrigerated or perishable). Additionally, the shipping orderscan specify a permitted window of time for the freight order to pickupthe shipment of the shipment order, and a permitted window of time forthe freight operator to deliver the shipment at the destinationlocation. The freight management system 10 can monitor a pool of freightoperators to determine shipping assignments. In examples, the freightmanagement system 10 can assign a freight operator to a shipping orderbased on a variety of factors, such as the location and availability ofthe freight operator, the destination of the shipping order, and/or anexpected route for the shipping order.

The freight management system 10 can select a drafting arrangement forthe freight operator that is assigned to the shipment order based on anexpected location of the freight operator, either before or after thefreight operator picks up the shipment (222). In selecting the draftingarrangement for the freight operator, the freight management system 10can evaluate multiple possible drafting arrangements for the freightoperator, given the pickup location and the permitted window of timewhen the shipment of the shipment order is to be picked up.

The freight management system 10 can then schedule the freight operatorto load the shipment of the assigned shipping order during a specifictime interval within the permitted window of time, based on the draftingarrangement that is selected for the freight operator (224). Inexamples, the freight management system 10 can schedule the freightoperator to the specific time interval to minimize delay to when theselected drafting arrangement may commence. For example, the freightmanagement system 10 can schedule the freight operator to pickup or loadthe shipment of the assigned shipping order based on the maximum time ofarrival for the freight operator to arrive at the commencement locationfor the drafting arrangement, where the maximum time of arrivalrepresents latest time which the freight operator can be expected toarrive at the commencement location after picking up the shipment duringthe scheduled time interval. To illustrate, the freight managementsystem 10 can select a 1-hour time slot to schedule the freightoperator's arrival, when the permitted window of time may encompass a12-hour period. The freight management system 10 can schedule thefreight operator for the specific time interval in order to time thearrival of the freight operator at the commencement location to bewithin a desired threshold duration (e.g., maximum permitted wait time)with respect to the arrival time of the other freight operator of thedrafting arrangement.

In this way, the freight management system 10 can schedule loading timesfor freight operators based on drafting arrangements which the freightoperator can participate in. Additionally, in some examples, the freightmanagement system 10 can schedule the loading times to minimize the waittime of any one freight operator to the drafting arrangement.

In examples, the freight management system 10 can set the maximum waittime by default (e.g., system settings, carrier preference), by freightoperator preference, or by scheduling requirements (e.g., expected orrequired delivery time) of the freight operator (or of the other freightoperator to the selected drafting arrangement. Still further, some typesof shipments (e.g., refrigerated shipments) may have additional costs orrestrictions associated with wait time, and such considerations may seta limit for the maximum permitted wait time at the commencement locationwhen the freight management system 10 is scheduling the freightoperator.

With reference to an example of FIG. 2C, the freight management system10 can assign at least some freight operators to shipping orders basedon a determination that the freight operator can arrive at thecommencement location for a selected drafting arrangement (230). Inexamples, the freight management system 10 can determine possibledrafting arrangements for a given shipping order in advance of assigningthe shipping order to a particular freight operator. The possibledrafting arrangements can be determined by identifying other freightoperators who are eligible for drafting and who are expected to belocated within a threshold distance of either (i) the pickup locationand/or (ii) an expected route for the assigned shipping order. For eachpossible drafting arrangement, the freight management system 10 candetermine one or more likely commencement locations where drafting canbe expected to commence. Additionally, the freight management system 10can determine additional information for each possible draftingarrangement, such as an expected duration of the drafting arrangement.

The freight management system can associate a travel time for eachpossible drafting arrangement (232). In examples, the freight managementsystem 10 can determine the associated travel time for each possibledrafting arrangement to be the maximum travel time for a freightoperator to travel to the commencement location from the pickuplocation.

The freight management system 10 can determine a pickup window of timefor each possible drafting arrangement, based on the travel timeassociated for each possible drafting arrangement (234). For example,the pickup window of time for each possible drafting arrangement can bebased on the maximum travel time from the shipper's location to thecommencement location of that possible drafting arrangement.

The freight management system 10 can then implement a process to selecta freight operator for the pickup window time of each possible draftingarrangement (236). In this way, candidate shipping orders can bedetermined for each possible drafting arrangement, with each candidatefreight assignment identifying a freight operator and a correspondingpossible drafting arrangement.

The freight management system 10 can then select a shipping order fromthe candidate freight assignments (238). In examples, each candidateshipping orders can be scored based on a set of predetermined criteria,such as, for example, the proximity of the commencement location to thepickup location, the availability of the other freight operator toparticipate in the drafting assignment, and/or the duration of theresulting drafting assignment.

FIG. 3A through FIG. 3E illustrate sample user interfaces that aredisplayed to freight operators, in connection with a network computersystem implementing a drafting arrangement between the freightoperators. In examples, the user interfaces 310, 312 are displayed onthe mobile devices 320, 322 of freight operators while the freightoperators operate their respective freight vehicles 302, 304 toimplement drafting. The user interfaces can display drafting contentrepresenting, for example, drafting instructions for each freightoperator to follow, where the content is communicated from, for example,a network computer system such as shown with an example of FIG. 1.

In examples, the drafting content displayed on each mobile device 320,322 can be specific to the freight operator and the draftingarrangement. The drafting content displayed on each mobile device 320,322 can incorporate information that is based on the position and/oractivity of the other freight operator to the drafting arrangement.Additionally, the drafting content can be dynamic, meaning the contentcan change with the position of the freight operator and/or with thepassage of time.

With reference to FIG. 3A, a network service (such as may be provided bynetwork computer system 100) can select the freight operators of freightvehicles 302, 304 for a drafting arrangement. In examples, the freightoperators may initially be selected as candidates. As candidates, theuser interface 310, 312 of each mobile device 320, 322 may displaydrafting invitations 313, 315, which each freight operator can interactwith to accept or reject. The drafting invitations 313, 315 can includeinformation about the drafting arrangement of the invite. For example,as shown with an example of FIG. 3A, the drafting invitations 313 canidentify the commencement location where drafting is to begin, and anindicator of the length or duration during which the two freightoperators may draft. In some variations, the drafting invitations 313,315 may also display information about the other freight operator who isparticipating in the drafting arrangement. Such information may includetextual, visual and/or audio content. Among other types of information,the drafting invitations can display the experience of skill of thefreight operator, the vehicle type that is used by the freight operatorand/or recent history regarding the freight operator's drafting, such asinformation about the freight operator's most recent draftingarrangements (e.g., length or duration of drafting, geographic regionwhere drafting occurred, etc.).

In examples, the drafting invitation 313 can also include an indicationof the cost to the particular freight operator. For example, thedrafting invitations 313, 315 can indicate the cost to the driver bydisplaying (i) a metric that is indicative of the amount of extradriving the freight operator is expected to do to participate in thedrafting arrangement (e.g., distance that the freight operator wouldhave to deviate from an expected or planner route to reach thecommencement location); and/or (ii) a metric that is indicative of theamount of extra time that that the drafting would consume, as a resultof, for example, the freight operator having to drive to thecommencement location, the freight operator having to wait for the otherfreight operator, and/or the freight operator having to drive at areduced speed because of, for example, drafting.

Additionally, in examples, the drafting invitations 313, 315 maycommunicate the expected savings or benefit that the freight operatorwould receive as a result of the freight operator participating in theproposed drafting arrangement. In examples, the savings can be expressedas currency or fuel savings, resulting from the expected increase inefficiency which each freight operator may receive when participating inthe drafting arrangement.

In examples, the freight operators can accept the respective draftinginvitations 313, 315 through interaction with an acceptance feature 317,319. In an implementation, the acceptance feature 317, 319 can be adisplay feature, for which the operator can touch to indicate a responseto the respective drafting invitation. In a variation, the acceptancefeature 317, 319 can be auditory and/or a prompt which the freightoperator can speak a response to (e.g., “Yes” or “Accept”). The networkservice may maintain a default answer for the freight operator, absentan affirmative indication that the freight operator wishes to accept therespective drafting invitation.

In FIG. 3B, once the freight operators elect to participate in thedrafting arrangement, the mobile device 320, 322 of each freightoperator may receive data to render drafting content 323, 325 on theuser interfaces 310, 312 of the respective devices. As described withvarious examples, the drafting content 323, 325 may facilitate thefreight vehicles 302, 304 to arrive at the commencement location withina predetermined window of time. In examples, the drafting content 323,325 can include instructions for each freight operator to follow inoperating their respective freight vehicle to reach the commencementlocation within a given window of time. While the freight operator 302,304 is on route, the drafting content 323, 325 can include, for example,navigation instructions and/or instructions to specify the respectivefreight vehicle's operational speed. The drafting content 323, 325communicated to each of the freight operators can be different, basedon, for example, the location of each freight operator and/or the routewhich each freight operator is taking to the commencement location.

In examples, the drafting content 323, 325 can include instructionsthat, when followed by the respective freight operators, are expected toresult in the freight operators arriving at the commencement location atabout the same time, or within a threshold window of time. In providingthe drafting content 323, 325, the network service can monitor theprogress of one or both freight operators in traveling towards thecommencement location. For example, the network service can repeatedlydetermine an estimated arrival time for one or both freight operators astheir freight vehicles 302, 304 travel towards the commencementlocation. The network service can then vary the instructions of thedrafting content 323, 325 to one or both freight operators, such as bychanging the speed at which one or both freight operators are instructedto drive at, so that each freight operator's estimated time of arrivalat the commencement location may change by a given amount. Thus, forexample, if the freight operator of freight vehicle 304 is slowed intraveling to the commencement location, the network service can specifyinstructions in the drafting content 323 of the other freight operator,to cause the other freight operator to operate at similarly reducedspeeds.

FIG. 3C illustrates the case where one of the freight operators (drivingfreight vehicle 304) reaches the commencement location before the otherfreight operator (driving freight vehicle 302). For the early-arrivingfreight operator of vehicle 304, the drafting content 325 can include atimer or other indicator for the expected arrival time of the freightoperator of freight vehicle 302. While the freight operator of freightvehicle 304 waits, the drafting content 325 can include instructionsthat are displayed on the respective user interface 312 to inform thefreight operator of activities that the freight operator may want toperform in advance of the arrival of the other freight operator. Forexample, the drafting content 325 can indicate when the freight operatorshould start his or her freight vehicle, and/or orient their respectivefreight vehicle so that the vehicle can be accelerated to a desiredoperating speed as the freight vehicle of the other freight operatorarrives. In such examples, the information conveyed through the draftingcontent 325 to the freight operator of the freight vehicle 304 can betriggered and/or determined in part from information determined bymonitoring the other freight vehicle 302 of the drafting arrangement.

Additionally, in examples, the drafting content 325 of the firstarriving freight operator can be altered based on, for example, theprogress of the other freight operator in traveling to the commencementlocation. For example, the drafting content 325 can display a timer orother timing indicator that is based on the expected arrival time of theother freight operator to the commencement location. If the arrivingfreight operator is delayed, however, then the drafting content 325 forthe waiting freight operator can be increased to reflect the determineddelay.

FIG. 3D and FIG. 3E illustrate the network service providing draftingcontent for each of the mobile devices 320, 322 as the respectivefreight vehicles 302, 304 are operated in a drafting configuration. Inexamples, the drafting content 323, 325 can display relevant informationfor the particular freight operator with respect to the drafting thatthe freight operators are performing. Additionally, the drafting content323, 325 can be dynamic, in that the content can change over time, asthe position of each freight operator changes over time. In FIG. 3D, forexample, the drafting content 323, 325 can display the time or distanceuntil the freight operators reach the switch position (where therespective freight operators switch drafting positions). The draftingcontent 325 provided for the freight operator in the lead position maydiffer from the drafting content 323 for the freight operator in thetail position. For example, the drafting content 325 for the freightoperator in the lead can include instructions that provide for thefreight operator to drop into the tail position when the switch positionarrives, while the drafting content 323 for the freight operator in thetail position provides for the freight operator of the tail position toaccelerate into the lead position when the switch position arrives. InFIG. 3E, the drafting content 323, 325 of each freight operator candisplay the time and/or distance until the freight operators reach thecompletion point, where drafting may stop.

Hardware Diagram

FIG. 4 is a block diagram that illustrates a mobile device upon whichexamples described herein may be implemented. In one embodiment, mobiledevice 400 may correspond to, for example, a cellular device that iscapable of telephony, messaging, and data services. In other examples,the mobile device 400 may correspond to an immersive-type computingdevice, such as an augmented-reality headset or wearable goggle device.The mobile device 400 can correspond to a device operated by a requesteror, in some examples, a device operated by the service provider (e.g., afreight operator) that provides location-based services. Examples ofsuch devices include smartphones, handsets, tablet devices, orin-vehicle computing devices that communicate with cellular carriers.The mobile device 400 includes processor 410, memory resources 420,display component 430 (e.g., such as a touch-sensitive display device),one or more communication sub-systems 440 (including wirelesscommunication systems), one or more input mechanisms 450 (e.g.,accelerometer and/or gyroscope, microphone, barometer, etc.), and one ormore location detection components (e.g., GPS component) 460. In oneexample, at least one communication sub-system 440 sends and receivescellular data over network(s) 470 (e.g., data channels and voicechannels). The one or more communication sub-systems 440 can include acellular transceiver and one or more short-range wireless transceivers.Processor 410 can exchange data with a service arrangement system (notillustrated in FIG. 3) via the one or more communications sub-systems440 and over network(s) 470.

Processor 410 can provide a variety of content to display component 330by executing instructions stored in memory resources 420. Memoryresources 420 can store instructions for service application 448. Forexample, processor 410 can execute the service application 448 to readdata from one or more input mechanisms 450 of the computing device, andto transmit the data, along with location data of GPS component 460 aslocal device data to a network computer system (e.g., network computersystem 100).

In examples, processor 410 can retrieve from memory resources 420instructions for executing a service application 448. As described withother examples, service application 448 can enable an operator toreceive information about an organizational structure of a freight load.Additionally, service application 448 can execute to generate one ormore user interfaces, such as a navigation UI, as described in FIG. 1.

FIG. 5 illustrates a computer system on which one or more examplenetwork computer systems can be implemented. Computer system 500 can beimplemented on, for example, a server or combination of servers. Forexample, computer system 500 may be implemented as a server for anetwork computer system, such as shown and described with an example ofFIG. 1. Likewise, computer system 500 can implement a method such asdescribed with examples of FIG. 2A, FIG. 2B and/or FIG. 2C.

In one implementation, computer system 500 includes one or moreprocessors 510, memory resources 520 (e.g., read-only memory (ROM) orrandom-access memory (RAM)), a storage device 530, and a communicationinterface 550. Computer system 500 includes at least one processor 510for processing information stored in memory resources 520, such asprovided by a random-access memory (RAM) or other dynamic storagedevice, for storing information and instructions which are executable bythe one or more processors 510. Memory resources 520 also may be usedfor storing temporary variables or other intermediate information duringexecution of instructions to be executed by the one or more processors510. Computer system 500 may also include memory resources 520 or otherstatic storage device for storing static information and instructionsfor the one or more processors 510. Storage device 530, such as amagnetic disk or optical disk, is provided for storing information andinstructions.

Communication interface 550 enables Computer system 500 to communicatewith one or more networks (e.g., cellular network) through use ofnetwork link 580 (wireless or a wire). Additionally, computer system 500can utilize network link 580 to communicate with one or more computingdevices, specialized devices and modules, and one or more servers. Theexecutable instructions stored in memory resources 520 can includeinstructions 542, to implement a network computing system such asdescribed with an example of FIG. 1. The executable instructions storedin memory resources 520 may also implement a method, such as describedwith one or more examples of FIG. 2A, FIG. 2B and/or FIG. 2C.

As such, examples described herein are related to the use of computersystem 500 for implementing the techniques described herein. Accordingto an aspect, techniques are performed by computer system 500 inresponse to the one or more processors 510 executing one or moresequences of one or more instructions contained in memory resources 520.Such instructions may be read into memory resources 520 from anothermachine-readable medium, such as storage device 540. Execution of thesequences of instructions contained in memory resources 520 causes theone or more processors 510 to perform the process steps describedherein. In alternative implementations, hard-wired circuitry may be usedin place of or in combination with software instructions to implementexamples described herein. Thus, the examples described are not limitedto any specific combination of hardware circuitry and software.

Examples described herein to extend to individual elements and conceptsdescribed herein, independently of other concepts, ideas or system, aswell as for examples to include combinations of elements recitedanywhere in this application. Although examples are described in detailherein with reference to the accompanying drawings, it is to beunderstood that the concepts are not limited to those precise examples.Accordingly, it is intended that the scope of the concepts be defined bythe following claims and their equivalents. Furthermore, it iscontemplated that a particular feature described either individually oras part of an example can be combined with other individually describedfeatures, or parts of other examples, even if the other features andexamples make no mentioned of the particular feature. Thus, the absenceof describing combinations should not preclude having rights to suchcombinations.

1.-20. (canceled)
 21. A network computer system comprising: one or moreprocessors; a set of memory resources to store a set of instructions,that when executed by the one or more processors, cause the networkcomputer system to: determine one or more drafting arrangements for ashipping order in advance of the shipping order being assigned to aparticular freight operator; for each of the one or more draftingarrangements, determine a travel time from a pickup location of theshipping order to a commencement location for that drafting arrangement;for each of the one or more drafting arrangements, determine a pickupwindow of time based on the travel time associated with that draftingarrangement; and determine one or more freight operators for theshipping order based on the pickup window time for each of the one ormore drafting arrangements.
 22. The network computer system of claim 21,wherein the one or more drafting arrangements can be determined byidentifying other freight operators who are expected to be locatedwithin a threshold distance of at least one of (i) the pickup locationof the shipping order or (ii) an expected route for the shipping order.23. The network computer system of claim 21, wherein, for each of theone or more drafting arrangements, the network computer system candetermine one or more likely commencement locations where drafting canbe expected to commence.
 24. The network computer system of claim 21,wherein an expected duration of a drafting arrangement is determined foreach of the one or more drafting arrangements.
 25. The network computersystem of claim 21, wherein the travel time associated with the draftingarrangement represents a maximum travel time for a freight operator totravel to the commencement location from the pickup location of theshipping order.
 26. The network computer system of claim 21, wherein thepickup window of time is based on a maximum travel time for a freightoperator to travel to the commencement location from the pickup locationof the shipping order.
 27. The network computer system of claim 21,wherein the set of instructions further cause the network computersystem to: prior to determining the one or more freight operators forthe shipping order, determine a delivery window of time representing aperiod during which a freight operator can deliver a shipment associatedwith the shipping order to a destination location.
 28. The networkcomputer system of claim 27, wherein determining the one or more freightoperators for the shipping order is further based on the delivery windowof time for each of the one or more drafting arrangements.
 29. Thenetwork computer system of claim 27, wherein the delivery window of timefor each shipping order is specified by a respective draftingarrangement.
 30. The network computer system of claim 21, whereindetermining the one or more freight operators for the shipping ordercomprises scoring the shipping order based on a set of predeterminedcriteria.
 31. The network computer system of claim 30, wherein the setof predetermined criteria comprises at least one of: a proximity of thecommencement location to the pickup location of the shipping order;availability of at least one other fright operator to participate inthat drafting arrangement; or a duration of that drafting arrangement.32. The network computer system of claim 21, wherein each of the one ormore drafting arrangements defines an arrangement in which a firstvehicle drives in close proximity to a second vehicle to reduce drag onthe first vehicle.
 33. The network computer system of claim 21, whereinat least one of the one or more drafting arrangements specifies a switchposition for a first freight operator to switch drafting positions witha second freight operator.
 34. The network computer system of claim 33,wherein the switch position is based on at least one of: a location; atime; or an elapsed time period.
 35. A non-transitory computer-readablemedium storing instructions that, when executed by one or moreprocessors, causes a network computer system to: determine one or moredrafting arrangements for a shipping order in advance of the shippingorder being assigned to a particular freight operator; for each of theone or more drafting arrangements, determine a travel time from a pickuplocation of the shipping order to a commencement location for thatdrafting arrangement; for each of the one or more drafting arrangements,determine a pickup window of time based on the travel time associatedwith that drafting arrangement; and determine one or more freightoperators for the shipping order based on the pickup window time foreach of the one or more drafting arrangements.
 36. The non-transitorycomputer-readable medium of claim 35, wherein the one or more draftingarrangements can be determined by identifying other freight operatorswho are expected to be located within a threshold distance of at leastone of (i) the pickup location of the shipping order or (ii) an expectedroute for the shipping order.
 37. The non-transitory computer-readablemedium of claim 35, wherein, for each of the one or more draftingarrangements, the network computer system can determine one or morelikely commencement locations where drafting can be expected tocommence.
 38. The non-transitory computer-readable medium of claim 35,wherein an expected duration of a drafting arrangement is determined foreach of the one or more drafting arrangements.
 39. The non-transitorycomputer-readable medium of claim 35, wherein the travel time associatedwith the drafting arrangement represents a maximum travel time for afreight operator to travel to the commencement location from the pickuplocation.
 40. A computer implemented method comprising: determining oneor more drafting arrangements for a shipping order in advance of theshipping order being assigned to a particular freight operator; for eachof the one or more drafting arrangements, determining a travel time froma pickup location of the shipping order to a commencement location forthat drafting arrangement; for each of the one or more draftingarrangements, determining a pickup window of time based on the traveltime associated with that drafting arrangement; and determining one ormore freight operators for the shipping order based on the pickup windowtime for each of the one or more drafting arrangements.